SU43525A1 - Variable transmission - Google Patents

Description

The invention relates to variable gears comprising a two-arm swing arm, one arm connected to a drive shaft crank system and the other to a one-way clutch system on the driven shaft, and allowing the distance between its center of swing and the hinge joint to be coupled to the clutch system. Similar transmissions are known in which an automatic change in the gear ratio is achieved by automatically changing the distance between the center of swing of the lever and the hinge of its coupling with the clutch system. In the proposed transfer, an automatic change in the length of the arm coupled to the overrunning clutch system is achieved by using a slider that carries the hinge of the swinging arm with the clutch system and slides in the respective guides of this lever under the influence of the resultant forces generated from one side and on the other hand, the resistance of the coupling.

In FIG. 1 of, represents the cut of the transfer; FIG. 2 is a section of the same transmission along line AB of FIG. one; FIG. 3-transfer option.

The motions of the motor are transmitted by the drive shaft 12 and a pair of bevel gears (hypoid) 17 to the shaft 18 with two cranks 19 mounted on its bearing-free ends with a wrap angle of 0 °. When the crank shaft rotates, the cranks are oscillatingly moving two clips 5 with two toothed sectors 6 that can move around the circumferences of the clips in the respective grooves. The oscillation of these parts is made around the roller 13, the axis of which is the center of oscillation. Toothed sectors 6 pivotally connected to the frame 4 by means of a roller 9.

On one side of the frame, in its middle plane, there is a rail 2, half width of the frame, which engages with the middle gear of the ratchet mechanism. On the opposite side of the frame there are two slats 3, one quarter of the width of the frame, which engage with the two extreme gears of the ratchet. The toothed sector 6 through the gear 11, under the influence of the spring 1, tends to increase the distance between the axes of the roller 9 and the roller 13. The roller 7 serves to guide the rail 3.

When using the transmission for the car, its operation is as follows. When the car is in place, the roller 9 under the action of the spring 1 is in the extreme position, providing the greatest number of revolutions of the rear axles. The spring 1 is calculated on the condition that at the moment of moving the car off, the force directed along the axis of the frame 4, not being able to overcome the resistance of the leading semi-axes, causes the spring to compress, bringing rollers 9 and 13 until the ever increasing torque the moment on the teeth of the gears of the ratchet mechanisms will not become greater than the moment of resistance of the leading axes. This resistance decreases with further movement of the machine and enables the spring 1 by acting on the rail 3 to remove the roller 9 from 13 and thereby increase the number of revolutions of the semi-axes. Progressively increasing vehicle speed reduces travel time, avoiding jerks that are inevitable when shifting gears in existing gearboxes, contributing to faster wear of car parts, causing friction of tires on the road and causing riders to experience unpleasant sensations.

When the resistance level (ditches, head wind, uphill, etc.) encountered on the way of movement of the maschine, the roller 9 again begins to approach the roller 13, increasing the torque acting on the semi-axis.

Thus, the torque acting on the half-axis at the moment and the speed of the vehicle will be a function of the resistance encountered by the vehicle in its path. When resistance is reduced (road without lifting or, on the contrary, with a downward gradient), the opposite is true: roller 9 moves away from roller 13, increasing the number of revolutions of the semi-axes due to a decrease in the transmitted torque. When driving a car on a flat road (asphalt, face bridge, diabase, etc., of course, under the condition of constant slope), the resistance experienced by the machine will be constant, so roller 9, deviating by a certain amount, will keep the distance from roller 13 until the resistance changes. Since the gear ratio in this case is inversely proportional to the resistance, the motor torque remains constant. The spring 1 can be adjusted either to the most advantageous for this motor or to its greatest number of revolutions, providing in the first case the maximum efficiency, and in the second case using the maximum power of the motor.

The art of controlling the speed of the machine is limited to the use of the accelerator. Increasing and decreasing the speed of a car when the road remains unchanged is achieved by increasing or decreasing the fuel supply.

This position provides the lowest fuel consumption at the most favorable and necessary speed of the vehicle.

FIG. 3 shows a transmission variant in which the ratcheting mechanisms of the driven shaft A are pivotally connected by means of tg B to a slider D, which can move into the groove of the cage L, which has a swing axis E. Spring G tends to remove the hinge 3 dT of the E axis of the cage D. / crank mechanism to the clip D acquires an oscillatory motion. The crank mechanism shaft / 7 is rotated from the drive shaft L through a pair of bevel gears M. With increasing resistance on the driven shaft A, the resultant effort in the hinge 3, directed along the axis of the slider, compresses the spring G, bringing the hinge 3 closer to the axis E of the oscillating frame D and reducing the rotational speed of the driven shaft A. In this case, the gear ratio also varies in proportion to the resistance on the driven shaft, and the torque transmitted to the drive shafts remains constant.

The subject matter of the invention.

A variable transmission with a double-arm swinging arm, one arm coupled to the crank system, and the other with a freewheel clutch system, and allowing for a change in the distance between its center of swing and its hinge joint with the clutch system, which is different

The articulation of the swing arm with the freewheel clutch system is located on the slider, automatically shifted into the respective swing arm guides under the action of oppositely directed forces created by the spring on one side, and on the other by the resistance of the freewheel clutch.

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